Triton Vol. 1, No.5 by Triton News Network

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FROM THE PUBLISHERS Publishers

Jim Bronstien | JimB@TritonNews.com Kevin Quirk | KQ@TritonNews.com

I can’t get no... sympathy

Editor-in-Chief

Susan Jobe | Susan@TritonNews.com

Art Director

Debbie Reznik | Production@TritonNews.com

It may be summer in the Northern Hemisphere and winter in the Southern Hemisphere, but it is cruising season in all hemispheres. If you are working on a yacht, no matter where you may be based during these summer months, we’re guessing it’s hard to get much sympathy from your non-yachtie friends. If you’re stuck on a “difficult” charter in the Med, you are still in the Med. If the boat is having issues in some remote places in the Caribbean, you are still in the Caribbean. And if the weather turns on you in New England, you are still in New England! We are all part of the greatest industry there is. We are an industry that is based all around the world, surrounded by water and the best destinations in the world. It’s hard to complain about that, except sometimes we do — whether on a yacht or at a marina. As marina operators, Kevin and I “have to” check on projects in places like Saint Lucia and Panama. We find ourselves bitching about that sometimes and then catch ourselves. No sympathy to be had! And sometimes yachties have to suddenly relocate overseas to a new yacht in some remote destination. No sympathy to be had there, either! This industry requires hard work, excellent people skills, proper etiquette, and a lot of discretion. But it also comes with an opportunity to go to amazing places, meet amazing people, and be part of an amazing industry. It has been estimated that there are more than 30,000 yacht crew members employed around the world. You are part of a fraternity. Embrace it and cherish it. The experiences you will have — good, bad, and otherwise — will be with you forever. And if you don’t get any sympathy for that next “bad time” on board or “have-to-go-to” destination somewhere, don’t bitch! Consider yourself lucky!

Sales Director

Edward Ibarra | Sales@TritonNews.com

Digital Advertising & Marketing Director Carrie Bailey | Carrie@TritonNews.com

Social Media Manager

Abby Quirk | Abby@TritonNews.com

Technology Editor

Corey Ranslem | cranslem@dryadglobal.com

Business Controller

Katherine Urdaneta | kat@usmarinagroup.com

Contributors JD Anson, Patricia Clark, Dorie Cox, Danny Davies, Capt. Jake DesVergers, Christine “Bugsy” Drake, Julie Emmons, Ciara Farrow, Raché Greeff, Birgit Kasper, Alene Keenan, Calum Smith, Rowan Sundevall, Capt. Rick Tasis, Tia Taylor, Wesley Walton, Capt. Jeff Werner

tritonnews tritonnews

KEVIN QUIRK Co-owner & Co-publisher

Reproduction in whole or in part without written permission is prohibited. Contributors Guidelines Triton welcomes content from captains and crew, as well as professional freelancers, to be considered for publication and/or posting on our website and social media platforms. Please email queries to Editor-in-Chief Susan Jobe at Susan@TritonNews.com.

AUGUST 2022 | TritonNews.com

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EDITOR’S LETTER

had a health scare lately, and it left me feeling lucky that I have insurance— I haven’t always in the past few years. Sometimes crew fall between the healthcare cracks too, whether between yacht jobs or doing daywork or just taking time off. It can be complicated, depending on which country is home and where in the world you happen to be when you need help. Like everything else in yachting, there are so many variables. In this issue, Triton takes a look at some of the unique challenges that an inherently transitory, international lifestyle presents when it comes to the insurance needs and financial goals of yacht crew. Also in this issue, we’re happy to bring you some great stories from our readers, including a chief officer who has a passion for sailing traditional square-riggers that just seem to beg for Jack Sparrow to appear at the wheel, and a crew that quickly rallies after the shock of a lightning strike leaves their boat suddenly dead in the water. The Triton mantra is “for crew, by crew, about crew” — so please, keep those stories coming! Our Workin’ It section is full of great advice: Take that all-important preference sheet to the next level, get creative with engine room record-keeping, steer clear of the deck crew’s pet peeves, and cook up some crazy-good lobster rolls! In our Crew Life section, “Onboard Breakdown” opens the discussion on mental health, a topic crew have told me time and again is not addressed nearly enough in this industry. Finally, just for fun, test your mates’ nautical savvy — or is it nautical nerdiness? — with this month’s Triton Trivia on Page 20. Then tackle our newest mental floss: the Triton Double Take on Page 28 … trust me, the fifth one will stump you!

SUSAN JOBE, Editor-in-chief Susan@TritonNews.com

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AUGUST 2022 | TritonNews.com 9/23/2021 5:35:40 PM

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Contents

CREW LIFE 20 Triton Trivia

Who’s the biggest “nautical nerd” on your crew? 26 When Lightning Strikes

Sometimes life changes in a flash. 28 Triton Double Take

Test your powers of observation. 30 Ask Bugsy!

BRIEFLY

Captain’s squeeze ain’t so great with a squeegee.

12 Top Superyacht Sales

30 Protecting Oceans From Plastic

YATCO’s list of largest yachts sold in May-June. 14 Industry Updates

An EcoWatch report on how you can help. 31 Mental Health

A quick roundup of yachting news briefs. 16 Yacht Transport

The struggle is real, but fellow crew can help. 32 Time Out for Tall Ships

Demand is high, despite cargo competition.

It’s the perfect balance to the pressures of yachting.

TECH TRENDS

DESTINATIONS

18 Fin Stabilizers

44 North America’s ‘Inland Seas’ Take a journey down the St. Lawrence Seaway

Two new Quantum systems are game changers.

WORKIN’ IT

into the clear, cool waters of the Great Lakes.

50 The Hamptons It’s America’s original summer colony, as well as

20 What the Deck!

Moves that drive your mates mad. 21 The Engine Room

Creative logs help green crew keep watch. 22 Preference Sheets

Seven-star service starts with top-notch profiles. 23 Stew Cues

Keep those windows streak-free and sparkling. 24 Mmmmm ... Lobster Rolls

New twists on New England’s coastal treat. 25 Good Galley

Get a jump on the basics before the season starts.

a celebrity-sighting minefield.

EVENTS 54 Calendar An eclectic mix of happenings, wherever crew

may happen to be.

56 Triton Expo Crew Photo Gallery Scenes from the return of the Triton Expo at

National Marine Suppliers.

60 Fort Lauderdale Beach Cleanup

Crew join MOCEAN for a second anniversary celebration of this popular event.

BACK PAGE 64 Superyacht Man Watch for future caption contests online.

PHOTO CAPT. JEFF WERNER

JUNE 2022 | TritonNews.com

Photo by Birgit Kaspar

Features SECURED & INSURED 35 Are You Confident You’re Covered?

Liability insurance is far from a cut-and-dried proposition when it comes to injury and illness in the yachting industry. 36 Underwriters at the Helm

An owners’ wanderlust is frequently quashed by rising insurance costs and restrictions. 38 Everyone Wants a Rotation

The question is, can you afford it? Best consider the pros and cons before you take the leap. 39 Pollution Insurance

Get the lowdown on this required liability coverage when operating in U.S. waters. 40 Finance Matters

It’s not always easy to navigate the hurdles of a transient lifestyle when it comes to paying taxes, establishing residency or obtaining a mortgage.

PHOTO MARK O’CONNELL PHOTOGRAPHY

ON THE COVER Photo by Mark O’Connell Photography. TritonNews.com | JUNE 2022

MAY 2022

Largest yachts* sold in May/June Vessel Vessel Name Name SHE'S SHE'S A A 10 10 ESTEL ESTEL DRIFTER DRIFTER W W ODYSSEA ODYSSEA GRIFFIN GRIFFIN VITAMIN VITAMIN D D HAVEN HAVEN G120 G120 SIGNATURE SIGNATURE SERIES SERIES OCEAN OCEAN PEARL PEARL HUMMINGBIRD HUMMINGBIRD

LOA LOA 164' 1" 164' 1" (50.01m) (50.01m) 154' 154' 3" 3" (47m) (47m) 154' 154' 3" 3" (47m) (47m) 154' 154' (46.94m) (46.94m) 136' 136' (41.45m) (41.45m) 128' 128' (39m) (39m) 124' 124' (37.8m) (37.8m) 120' 120' (36.58m) (36.58m) 115' 115' (36.58m) (36.58m) 99' 99' 9" 9" (30.4m) (30.4m)

Builder Builder OCEANFAST OCEANFAST HEESEN HEESEN YACHTS YACHTS SANLORENZO SANLORENZO HEESEN HEESEN YACHTS YACHTS PALMER PALMER JOHNSON JOHNSON SUNSEEKER SUNSEEKER TRINITY TRINITY HARGRAVE HARGRAVE CHRISTENSEN CHRISTENSEN COUACH COUACH

Year Year 1989 1989 2008 2008 2021 2021 2012 2012 2012 2012 2011 2011 2002 2002 2020 2020 1990 1990 2007 2007

Crew Crew 10 10 99 99 99 77 66 55 66 66 44

Listing Listing Broker Broker Michael Michael Mahan Mahan & & Shannon Shannon McCoy McCoy Marc Marc Borderon Borderon Giorgio Giorgio Passarella Passarella Chris Chris Collins Collins & & Thom Thom Conboy Conboy Tom Tom Barnes Barnes Harry Harry Bristow-Holmes Bristow-Holmes Peter Peter Kinn Kinn Carmine Carmine Galati Galati Jr. Jr. Paul Paul Daubner Daubner Mark Mark Woodmansey Woodmansey & & Thibault Thibault Roi Roi

Crew Crew 99 11 11 66 66 55 55 33 55 55 55

Listing Listing Broker Broker Matt Matt Pinckney Pinckney Whit Whit Kirtland Kirtland Kevin Kevin Bonnie Bonnie Peter Peter Thompson Thompson Raymond Raymond Young Young Tom Tom George George Arne Arne Ploch Ploch James James Hall Hall & & David David Westwood Westwood Andrew Andrew Maryott Maryott De De Valk Valk Yacht Yacht Brokers Brokers

JUNE 2022

Combined last asking price of the 10 sold yachts mentioned in this report: $ 84,128,951 USD Vessel Vessel Name Name SAMHAN SAMHAN GOLDEN GOLDEN COMPASS COMPASS BEACHOUSE BEACHOUSE MARTHA MARTHA CRESCENDO CRESCENDO IV IV XANADU XANADU IL IL GATTOPARDO GATTOPARDO EL EL GUAJIRO GUAJIRO DETERMINATION DETERMINATION II II BONITA BONITA II II

Jun-22 Jun-22

LOA LOA 163' 163' 9" 9" (49.9m) (49.9m) 151' 151' (46.02m) (46.02m) 131' 131' 3" 3" (40m) (40m) 130' (39.62m) 130' (39.62m) 122' 122' (37.19m) (37.19m) 122' 122' (37.19m) (37.19m) 115' 115' 6" 6" (35.2m) (35.2m) 115' 115' 4" 4" (35.15m) (35.15m) 112' 112' (34.14m) (34.14m) 110' 110' 3" 3" (33.6m) (33.6m)

Builder Builder OVERMARINE OVERMARINE GROUP GROUP PICCHIOTTI PICCHIOTTI OVERMARINE OVERMARINE GROUP GROUP OVERMARINE OVERMARINE GROUP GROUP DELTA DELTA HORIZON HORIZON AMER AMER PER PER MARE MARE PRINCESS PRINCESS YACHTS YACHTS WESTPORT WESTPORT SANLORENZO SANLORENZO

Year Year 2007 2007 1980 1980 2009 2009 2009 2009 1997 1997 2017 2017 2012 2012 2017 2017 2003 2003 2014 2014

Combined last asking price of the 10 sold yachts mentioned in this report: $ 75,183,866 USD *NOTE THAT THIS IS A REFLECTION OF YATCO LISTINGS INTELLIGENCE AND ONLY REFLECTS THE UPDATES ON YATCO AND NOT THE INDUSTRY AS A WHOLE.

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INDUSTRY UPDATES Registration open for crew competitions at Virgin Islands Charter show Yachts and their crew are invited to register for Best in Show, top cocktail and culinary presentations at the upcoming USVI Charter Yacht Show. Hosted by the Virgin Islands Professional Charter Association (VIPCA), the show is to be held Nov. 12-15 at IGY Marina’s Yacht Haven Grande St. Thomas in the U.S. Virgin Islands. Included are several seminars for the brokerage industry and yacht crew, and “Charter Yacht Professional Excellence” certification training for captains and crew by Seven Seas Preparatory Academy. “Charter brokers repeatedly emphasize the importance of not

Optimizing feedback from users, Aquator Marine and Dockendo have partnered to better meet yacht crew and yacht owner staffing and management needs. The combination of Aquator Marine’s yacht management software and Dockendo recruiting platforms will enhance the user experience and increase development opportunities. aquatormarine.com | dockendo.com

only meeting new crew, but building relationships with crew of existing 2023 bookings, so we added several new networking opportunities,” said VIPCA Executive Director Oriel Blake. vipca.org

CHARTER YACHT BROKERS VISIT CREW AT THE 2021 USVI CHARTER YACHT SHOW

Merger of leaders in maritime security expands risk technology solutions To meet growing maritime risk concerns worldwide, Dryad Global and International Maritime Security Associates (IMSA) have merged their expertise in maritime intelligence and security technology to provide real-time analysis, risk assessment, and security solutions for all vessels, including government and commercial fleets as well as yachts. The new company, working as Dryad Global, will deliver support 24/7/365 to yacht crew, yacht owners, and yacht management companies through IMSA’s G-i2C Global Intelligence, Information, and Communications Center. Its proprietary Automated Risk Management Solutions (ARMS) Fleet Manager platform offers yacht managers a single platform to track their vessels, see all of the global maritime intelligence, and securely communicate with their fleet. The ARMS shipboard software provides real-time, vital information on disease outbreaks, weather changes, cyber threats, port delays, civil unrest, piracy, and other issues. The technology also includes full fleet tracking via secure communication links direct to vessels. “In addition to improving security awareness, agility and cost-effectiveness of transit, there will also be a better provision and assurance of Safety Of Life At Sea (SOLAS),” stated Dryad Global CEO Corey Ranslem, founder of IMSA Global and Triton technology editor. Phil Diacon is COO of Dryad Global. The company has offices in the U.S., Australia, and the U.K. dryadglobal.com ARMS USER INTERFACE

AUGUST 2022 | TritonNews.com

Crew placement app teams up with yacht software company

Macmillan-Bell takes the helm at MHG Insurance Alastair Macmillan-Bell has been named Group CEO of the MHG Group of Companies, based in Fort Lauderdale. He brings 35 years of insurance experience to the international insurance brokerage and advisory firm. The co-founder and former chairman and CEO, Andrew CEO ALASTAIR MACMILLAN-BELL Dudzinski, is now executive chairman. Macmillan-Bell brings diverse experience in the marine and energy market, cruise and travel sector, and international maritime medical service market. Most recently he served as senior vice president with an international risk and human capital solutions firm. “With his extensive insurance background and international experience, Alastair comes uniquely qualified for this opportunity,” Dudzinski said. MHG provides expertise in crew employee benefits in the yacht, cruise, and commercial shipping sectors. The company has offices in the U.S. and Europe. mhginsurance.com

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INDUSTRY UPDATES

Yacht transport in high demand, despite cargo competition Here are some pointers to keep in mind.

PHOTOS COURTESY OF YACHT TRANSPORT

By Jim Bronstien

oving yachts across oceans via transport ships has certainly grown in popularity over the years. For new yachts, this may be the only alternative to get these boats to their owners. For brokers, this is often the only way to deliver a boat to the new buyer. And for yacht charters or explorers, transport ships can be the best way to reposition boats to a new destination. But with all the supply chain and shipping challenges around the world these days, one could easily conclude that the yacht transport market would suffer. Turns out, that segment of the market is as hot and in demand as ever. Conversations with Paul Haber, president

AUGUST 2022 | TritonNews.com

of Cross Chartering Yacht Transport, and Uta Scarlata, transatlantic sales director for SevenStar Yacht Transport, confirm this activity. So, it naturally begs the questions:

Why is there so much demand? Backlogs of newbuilds have not eased, and these new boats are being shipping to their destinations in as large numbers as ever. Large volume builders in Europe, as well as builders in Asia, are moving a lot of boats. Also, to meet the high demand for boats, new or used, yacht brokers are reaching farther afield to find them, resulting in more newly purchased boats needing to be shipped across oceans.

Are prices up? Compared with a couple of years ago, prices could be up 30%, they could be up double. It depends on where and when the transport goes. Price increases are very much a function of global supply chain issues and the demand to ship other goods. ADVICE: It is still a competitive industry and there are a number of viable players in it — some own their own ships, some are operators chartering vessels, and some are just brokers or “forwarders” — so, shop the professional carriers and have some flexibility in your schedule. Rates are calculated on a square-meter rate/weight ratio and vary widely based on destination and distance.

Are yachts being bumped for more lucrative cargo? Standard containers, which are stackable on decks and easier to handle than yachts, are now commanding prices that are three to four times what they used to be, so some ships may prefer more containers than they otherwise would. Even windmill blades, a bulky cargo in high demand, have been known to replace some yachts on decks. Space is at a premium. ADVICE: Ask your yacht transport carrier to explain the conditions of your transport and what else may be shipped with the boats, as well as the conditions whereby your reservation may be compromised and how you can be guaranteed a spot.

Is port congestion affecting deliveries? If you have been around any major shipping ports over the past year, you will have seen dozens of ships waiting

for their turn to enter a port and load or unload their cargo. Two-week backlogs in ports are now commonplace, with no real sign of that easing anytime soon. ADVICE: Plan your schedule with flex time built in and assume delays may occur outside the control of your shipping company. If you plan on flying to meet the boat, get a ticket with a changeable reservation — because things may change!

RVICES E S Y R E MACHIN G N I T A ROT

The bottom line? Despite the issues noted, if you need to get from Point A to Point B and it’s too much to do on your own bottom, you’ve still got great options. ‹

e the r e h W . . . M U “DAT ts!” r a t s n o s i r c o m Pa

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TECH TRENDS

New technology in fin stabilizers The 5000S and F45 Hybrid stabilizer control systems could be game changers. By Corey D. Ranslem

hen you think of cuttingedge technology, stabilization products typically aren’t the first thing that comes to mind. However, this type of technology has come a long way over the past few years. Fin stabilizers can improve the ride of a vessel, reducing crew fatigue and the potential for accidents. Quantum Stabilizers, based in Fort Lauderdale with offices in the Netherlands and Spain, has made some major advancements in stabilization technology with the launch of their 5000S Stabilizer Control System. The 5000S acts as the brains of the entire system. It is built on a modular platform and capable of supporting the old, current, and future control generations with much greater capacity. When onboard bandwidth is limited, the 5000S is the only control system with recording capabilities that can be stored and downloaded later. It is designed for remote access anywhere in the world, using internet modules that are individually registered for secured

troubleshooting and technical support. The 5000S has the ability to process data in real time and was designed to withstand harsh marine environments, using components that are readily available.

While a traditional hydraulic system will continue to draw 40% of the maximum power, even when it is not needed, the F45 Hybrid drops to less than 1kW when in standby mode. Quantum is also developing a new hybrid hydraulic/electric stabilization system that uses the best attributes of both power sources. The hybrid system is being advertised as an efficient, quiet system that does not generate heat. It offers smooth power that does not fluctuate and requires 60% less

power than a standard system. While a traditional hydraulic system will continue to draw 40% of the maximum power, even when it is not needed, the F45 Hybrid drops to less than 1kW when in standby mode. These efficiencies do result in more extreme power fluctuations, but the fluctuations are manageable through the use of a new Quantum patented product that reduces the cyclic power loading on the generators. CEO John Allen noted that the system consumes energy only as needed, when needed. “By lowering the load on the generators, it also reduces the fuel bill and the burden on the environment,” he stated. Electric fin stabilizers on larger vessels — 197 feet (60m) and more — become cost-prohibitive because of the prices associated with gearboxes and servo motors. Electric fins with gearboxes must be designed to handle slamming loads, which are easier for hydraulic systems to handle with the relief valves. The new F45 Hybrid uses a high dynamic servo motor coupled to a low inertia hydraulic pump that directly moves the hydraulic fluid in a closed loop to sweep the fin. This greatly simplifies the overall system and removes all the components that make the hydraulics inefficient. Quantum believes the F45 Hybrid solution will meet both long-term energy efficiency requirements and peak transient energy needs of the closed marine electrical system. The system will be available in June 2023, whereas the 5000S control system is available now. ‹ TRITON TECHNOLOGY EDITOR COREY RANSLEM IS CEO OF A MARITIME INTELLIGENCE & SECURITY COMPANY (DRYADGLOBAL.COM) AND HAS OVER 24 YEARS OF COMBINED COAST GUARD AND MARITIME INDUSTRY EXPERIENCE.

AUGUST 2022 | TritonNews.com

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WORKIN’ IT

What the Deck! By Chief Officer

Wesley Walton

Moves that drive your mates mad W

hile working in an industry of extremely high standards and pressure, we all become hyper focused and develop certain pet peeves that get on each other’s nerves. My deck crew and I came up with this list of a few to look out for. They may seem obvious, however I still see them on a daily basis, even after 10 years in the industry.

4. Walking past a dishwasher that has finished its cleaning cycle or a dirty sink without unpacking or cleaning it. 5. Leaking garbage bags. ALWAYS double bag your garbage. No one wants leaks in the interior or on the decks leading to the dock bin. 6. Unsecured tools. Always lay tools down on the floor so they cannot fall over and damage furniture, paintwork, or the deck. On the same page, always put the lid on your products, even when in use. You never know when you may accidentally knock the container over. 7. Not using the correct tool for the job. Engineers will not take a liking to anyone using a leatherman instead of the correct screwdriver. You can strip screws easily and make more work for yourself. This applies to all jobs.

9. Dirty scuppers. Make sure to wipe around scuppers as teak juice tends to gather here after wringing out chamois mops. Also, go the extra mile by every so often cleaning inside the scupper drain. 10. Forgetting to always flush tender engines. Also, never start the engine while not in the water. This will lead to a serious deck fine and some embarrassment. 11. Not making sure the inside edges are cleaned and wiped down whenever opening a locker. 12. Not using your sign-in and sign-out board. It’s so easy to forget, but it could be life-saving in an emergency. ‹

8. Not rinsing out your wash-down gear properly before putting it back in the locker. No one likes to pick up soapy mitts or chamois.

1. Failing to drain the deck hose and close the valve before packing it away. When the next person turns it on, the hose will spray all over the clean boat. 2. Phones and water bottles left lying around on deck. It looks untidy and doesn’t give the right impression to guests. 3. Leaving anything wet lying on the teak deck. This will result in unbearable watermarks.

Challenge your mates to see who’s the savviest seafarer on board 1. When two power vessels meet at a distance of a half-mile or less, what do two short whistle blasts mean: I am leaving you on my port side, or I am leaving you on my starboard side? 2. H ow many navigational lights are shown by a submarine running submerged? 3. Who completed the first solo circumnavigation of the world in 1966, with a single stop in 274 days? 20

AUGUST 2022 | TritonNews.com

4. True or false? The Great Lakes Buoyage System is not the same as the Coastal Lateral System. 5. When approaching the Great Lakes from the St. Lawrence Seaway, you should keep the red buoys to port or starboard? 6. Name the first ship to cross under the North Pole from the Atlantic to the Pacific. Answers on Page 41.

WHAT ARE YOUR PET PEEVES? LET US KNOW WHAT WE MISSED! WRITE TO CREW@TRITONNEWS.COM.

WORKIN’ IT

Creative record keeping A well-devised system for engine room logs facilitates timely maintenance, keeps junior watchkeepers on their toes, and can head off potential catastrophes. By JD Anson

COURTESY JD ANSON

ecord keeping is not only for the flag state. Internal record keeping is just as important for the engineer. Keeping track of scheduled maintenance can keep the engine room on track and operating with a minimum of downtime and failure. And using records in a novel way can help catch problems before they become dangerous. It can be as simple as a small form that one can fill in with dates and hours for past and next scheduled services. Self-adhesive label holders made for binders provide a clear plastic holder for notes that can be placed on or near each piece of machinery. During long passages, it is impossible for one person to do hourly engine room checks, yet these checks are important to catch issues as quickly as possible before they become catastrophic. On yachts with small crews, many people who are not mechanical get pressed into service to become watchstanders. In a four-hour watch with two people on the bridge, one will be tasked with doing the hourly machinery watch. Running logs can be

useful to ensure that these watchkeepers are doing their jobs. With a little effort, an entire 24hour period covering main-engine and ancillary equipment can fit on one printed spreadsheet page. The trick is to not only include as much equipment as will fit on the page, but to organize it so that one trip around the engine room will take the watchkeeper to every corner. Yes, the usual engine pressures and temperatures have been noted, but is the fuel purifier on? Place a check here. What’s the pressure on the water maker, and what’s the output reading? Write it down. And while you are there, look inside the frame to see if there are any leaks. These pieces of equipment are arranged all around the engine room, and by forcing the watchkeeper to physically go to each piece to get the information, leaks and strange noises can be spotted early.

A quick orientation for their first watch is usually enough to instruct even the most junior crew member on where to look and what to write. The supporting requirement is to give them full permission to wake the engineer or captain if something just doesn’t look right. I would always tell them I’d rather be awakened for nothing than left to sleep and have a disaster occur. Hourly running logs are also valuable to spot long-term trends. Values that are changing slowly may not be noticed in just a day. Water maker production may be falling to the point that a filter change is required; or generator oil temperatures may be rising above normal, indicating a need to clean the heat exchanger. These things can alert the engineer to developing issues that may require attention or a call to the service agent. In case of a failure, proper records can be on our side if questions arise with owners, investigators, or even captains. ‹

JD ANSON HAS MORE THAN 20 YEARS OF EXPERIENCE AS A CHIEF ENGINEER ON SUPERYACHTS. HE IS CURRENTLY PROJECT MANAGER AT FINE LINE MARINE ELECTRIC IN FORT LAUDERDALE. TritonNews.com | AUGUST 2022

WORKIN’ IT

Seven-star service starts with well-maintained preference sheets

By Ciara Farrow

t last count, there were nearly 9,000 yachts in the world, no two with exactly the same manifest, configuration, or crew. But one thing every luxury yacht program does have in common is preference sheets — the detailed profiles of yacht owners and guests that serve as a field guide for the interior crew. Preference sheets spell out everything from dietary restrictions and medical conditions to favorite music and morning routines. They’re used to plan provisions, keep guests safe, and arm crew with the information they need to anticipate passengers’ needs. When it comes to delivering a seamless onboard experience, there’s nothing more valuable than good preference sheets — and yet, they are almost always mismanaged and overlooked. I have seen preferences handwritten on stacks of Post-it notes and scribbled on dirty napkins. I’ve rummaged through boxes of unlabeled binders and suffered through poorly written novels on how guests like their beds made. I’ve provisioned steaks for vegans, used laundry detergent that made guests break out in 22

AUGUST 2022 | TritonNews.com

hives, and once served Fruit Loops to an owner’s 20-year-old daughter based on a profile last updated when she was 10. I’ve seen the good, the bad, and the ugly when it comes to preference sheets, and here are a few of the most important things I’ve learned: Designing Preference Sheets The design of preference forms and guest profiles matters more than you might think, so make sure you’re using a clean template. • It’s all in your head(er): A busy stew may only have a second to glance at their packet between guests, so make sure the most important information is at the top of every page. Basic details (picture, preferred name, cellphone, etc.) are essential, but it’s a good idea to prioritize health information (medical conditions, allergies, dietary restrictions), and any strong likes and dislikes, so they’re top of mind. •K eep it short: Organize preferences into categories (food, daily

routine, etc.), and keep any notes short and to the point. Bullet points make preferences easy to read, and the occasional bold type or underline can help draw attention to important information — but don’t overdo it. • Make it visual: Include images whenever you can. Headshots of guests make them easy to identify, and photographs of festive table settings, favorite cocktails and special meals are the quickest way to capture complex preferences and impress even the most particular passengers. Maintaining Preference Sheets Preference sheets are living documents that need to be constantly updated and shared with a rotating crew. Preference records are only as good as they are current, so be sure yours don’t get stale. • A ssign an owner: Every program should have a “preference owner,” a single point of contact for making sure profiles are up to date. The owner — usually the chief or second stew — should be the only person who can edit the master preference sheet and be responsible for making sure any new information (e.g., from group chats, Post-its, and emails) is added and communicated with the crew. • Post them everywhere: Print up-to-date preference packets for current guests and post them anywhere guests won’t notice — on the crew board, taped to the pantry wall, in the galley, in the linen closet, and anywhere else you can think of — so that crew can grab them on the fly. • Time stamp everything: Even the best preference sheets have an expiration date, so make sure you know how old yours are. Label the cover of your preference packet with the date of its last edit so the crew know if they are working off the same version, and track individual changes by including the author’s initials and date next to any new notes. This is particularly helpful when preference packets change hands. • Keep a digital copy: Keep preference records in one place online. Google Drive is a great, free alternative to Dropbox, and using Google Docs allows crew members to edit or comment on individual items. Plus, having a digital copy makes it easy to check preferences on your phone when a paper copy isn’t nearby. Just be sure to toggle the settings so your document is “available offline.” ‹

STEW CUES Streak-free windows • It is common practice to work on window cleaning with one person cleaning on the inside and another cleaning on the outside. That way, you can work together to determine which side of the glass any streaks or spots are on. • If you are by yourself, use strokes for the inside that are different from the strokes you use on the outside — for instance, horizontal inside and vertical outside. That makes it easier to see which side the streaks are on. • Early morning is a good time for cleaning windows because it is easier to see the streaks. On a hot sunny day, the windows dry too fast and create streaks. • If any streaks remain, use a clean, dry whiteboard eraser to erase the streaks away. — VETERAN CHIEF STEW ALENE KEENAN

For more tips and a free template, visit: www.sevenstar.software/triton CIARA FARROW IS A VETERAN CHIEF STEW AND PURSER WHO HAS WORKED ON A NUMBER OF YACHTS, INCLUDING M/Y GENE CHASER.

Wine Anxiety: From Confused To Confident By Alene Keenan, the Yacht Stew Guru

WHAT ARE YOUR BEST TIPS FOR INTERIOR CREW? SEND THEM TO CREW@TRITONNEWS.COM

Winning at wine Want to impress guests with your sommelier skills? “Wine Anxiety: From Confused to Confident” is a treasure trove of information on the appreciation and presentation of wine. Topics include wine basics, the challenges of ordering and buying wine, the distinction between grapes, important growing regions, fundamental characteristics of wine, and wine-tasting like a pro. Written by veteran chief stew and instructor Alene Keenan as part of her accredited yacht interior curriculum, the book is now available on Amazon for $14.95. For a great primer on wine-tasting, use this QR code. > TritonNews.com | AUGUST 2022

WORKIN’ IT

Mmmmm … lobster rolls with a twist Take a New England coastline classic into new territories.

PHOTO PATRICIA CLARK

By Chef Patricia Clark

AUGUST 2022 | TritonNews.com

ore yachts than ever are cruising the New England coastline this summer. The coastal stretch in the Northeast corner of the U.S. covers more than 6,000 miles, five states, and a wide variety of regional culinary specialties. However, there is one common dish that can be found from as far south as Connecticut to as far north as the Canadian border in Maine: the local lobster roll. Lobster rolls take on mythical popularity during the summer months. Among locals and tourists alike, there are strong opinions over which states do it better: Connecticut’s warm, buttered rolls versus Maine’s mayo-slathered chilled salad preparations. And long-standing debates over size preferences. The larger lobsters — halves (1.5 pounds), deuces (2–2.5 pounds), and jumbos (3-plus pounds) — are more popular in Connecticut, Rhode Island, and Massachusetts, while the smaller lobsters — canners (under 1 pound), chicks (about 1 pound), and quarters (1.25 pounds) — are more popular in New Hampshire and Maine. I have had guests ask for lobster in various preparations as many as four times in a single week. When the taste for lobster is that popular, it is time to get creative with presentation and offer guests something unexpected. My favorite variations incorporate whatever else is fresh and in season in the various ports along the coast. I am firmly in the smaller-sizestaste-better group, and stick to chicks and quarters when ordering whole lobster. I also prefer shellfish, in general, from very cold waters, so the farther north the better when ordering works for me. Here are three of my favorite ways to serve summer guests New England lobster.

THAI STYLE LOBSTER ROLL This is a play on the flavors and presentation of Thai larb using poached, chilled lobster meat in larger pieces presented in a romaine or layered butter lettuce wrap. Serves 8. INGREDIENTS

6 chick-sized or 4 quarter-sized lobsters, steamed and cooled, meat removed 16 cleaned, trimmed large romaine leaves, or 24 butter lettuce leaves ½ cup fresh lime juice

TACO TUESDAY LOBSTER SALAD This great dish is a fun way to observe Taco Tuesday while incorporating local flavor. You can easily make your own tortillas, and if you can find blue masa, even better! Serves 8.

1 tablespoon fish sauce

INGREDIENTS

1 tablespoon toasted sesame oil

6 chick-sized or 4 quarter-sized lobsters, steamed and cooled, meat removed

1 teaspoon Sriracha sauce 1 teaspoon lemongrass paste (or puree fresh chopped lemongrass with sesame oil) ¼ cup chopped cilantro Garnish: shredded fresh basil leaves, thinly sliced jalapenos, and fresh lime wedges METHOD

16 large or 32 “street size” small tortillas of choice (I prefer fresh corn, but flour also works.) ½ cup fresh lime juice ½ cup sour cream 1½ teaspoons smoked salt 1 teaspoon Tajin brand seasoning

Slice the tail meat into thick slices and combine in a bowl with the knuckle meat, any leg meat, and all remaining ingredients. Mix well and portion into the layered lettuce cups. Garnish with the basil, jalapenos, and an intact piece of claw meat, with lime wedges on the side.

4 ears of corn, shucked and steamed 4 avocadoes Garnish: shaved radishes, cilantro leaves, more Tajin, lime wedges METHOD

Chop all the lobster meat roughly and toss in the lime juice, sour cream, smoked salt, and Tajin seasoning. Give the corn a quick sear in a hot pan or grill top for about 30 seconds on each side, then cut off the cob. Slice the avocado. Place 2 tortillas side by side on the plate (double layer each if using smaller size) Add some prepared lobster, grilled corn niblets, and avocado slices, then sprinkle some Tajin on top. Add the garnishes along the side curve of the plate.

Good Galley GET A JUMP ON THE BASICS

Get ready for the season by precooking stocks when you have time. Make a basic chicken stock and beef stock, portion into quart-sized zip-lock bags, and store in the freezer until needed. It’s a good idea to pre-make base sauces, too. This is a great tip for crew meal prep. I’ll make a large batch of béchamel, Bolognese, and curry paste. Portion into quart-sized zip-lock bags and freeze. Use as needed. Bolognese can be served with spaghetti one day, then spiced up for a

ITALIAN LOBSTER SALAD Few things are as delicious as an heirloom tomato at the height of summer. This Italian version of the Lobster roll is a nod to those beautiful tomatoes, as well as the many Italian immigrants who settled along the New England coast. Serves 8. INGREDIENTS

6 chick-sized or 4 quarter-sized lobsters, steamed and cooled, meat removed 8 large brioche buns, or if you are making your own, I encourage you to make focaccia dough buns 4 medium heirloom tomatoes 1 small fennel bulb, trimmed, rinsed, chopped 1 bunch flat-leaf parsley rinsed, patted dry, stems removed, rough chopped 2 tablespoons capers, chopped 1 medium shallot, peeled and finely chopped 2 tablespoons lemon juice 1 teaspoon lemon zest 1 medium garlic clove, peeled and chopped 1 teaspoon smoked salt Garnish: fresh basil leaves, lemon olive oil METHOD

Slice your tomatoes and lay flat. Top with a sprinkling of salt and set aside for a few minutes. Combine the parsley, capers, shallot, lemon juice, lemon zest, garlic, and smoked salt. Stir in fennel. Chop the lobster meat. Toast your buns. Lay a few slices of the salted tomatoes into a side of the buns, spoon in the lobster meat, drizzle on the bright green sauce, top with a drizzle of lemon olive oil and a few basil leaves.

quick chili the next! For curry paste, take about 5 or 6 onions, a bulb of garlic, a thumb of ginger, and dice everything. Sauté gently in a large saucepan. Add your favorite curry spices or even the standard yellow curry blend. Blend and portion into zip-lock bags and freeze. You now have a simple curry base ready to go. Add whatever spices and flavors needed to make a wide variety of curries. — Chef Danny Davies TritonNews.com | AUGUST 2022

CREW LIFE

When lightning strikes I

remember exactly where I was when it happened. We were finishing up last-minute tasks before the usual owner’s weekend when, out of nowhere, a sudden afternoon downpour began. I was in the lower salon by myself, peeling a clementine, when BOOM! It was the loudest sound I had ever heard. I ran to the upper salon to find my husband, aka Capt. Brendan, and our third crew member. They were both as wide-eyed and panicked as I was. We had no idea what had just happened. We quickly realized our yacht did not have power, although all the yachts around us did. Uh-oh! A crew member from a nearby boat confirmed it

AUGUST 2022 | TritonNews.com

— she had seen the lightning strike. Lucky for us, an engine repairman happened to be in the parking lot waiting out the rain before heading to our yacht to complete a simple repair, and we scrambled to find solutions. With no power on the yacht, we had to stay at a hotel that night. The weekend owner’s trip obviously was scrapped, and we worked instead on coming up with a plan to get the yacht back in order. We didn’t know it then, but it would take weeks and weeks of hard work. Our first adventure was getting the 90-foot yacht towed 125 miles from Washington, D.C., to Solomons, Maryland. With no power and no

running water, we consoled ourselves along the way by making chocolate chip cookies on the grill. We were not in an ideal location to have a million-dollar refit done, but we worked with what we had. We flew contractors in from Fort Lauderdale to work on the boat around the clock, staying together in the same hotel and sharing every meal. We quickly became local “celebrities” in the small town. When we went out to eat after work, still wearing our uniforms, people would point at us and ask questions. As a reality check, I often reminded everyone it was really the yacht they were interested in. We worked from 8 a.m. to 10 p.m. most days, only stopping to eat. There

Yacht life can change in a flash, but this disaster ended with heartwarming bonds and memories to last a lifetime. By Julie Emmons

AT TOP, CREW AND CONTRACTORS ENJOY A RARE WORK BREAK TOGETHER. ABOVE, ENGINEER MARCO THOMAS TACKLES THE DAMAGED WATER HEATER WITH THE HELP OF CAPT. BRENDAN EMMONS, AT LEFT. PHOTOS COURTESY JULIE EMMONS

PHOTO SHUTTERSTOCK.COM

were groans and grumbles when Capt. Brendan would order us back to the yacht after dinner to finish up the day’s work, but we always went. We had to change every single light on the boat, every appliance — literally, everything you could think of. The water heater, the air conditioning, all of the electronics on the bridge, and much of the wiring throughout the yacht. We even had to replace the TVs, iPads, and a MacBook computer that had been plugged into the outlets. The worst part was that the yacht had just had a major refit a few months prior, and here we were, doing it all over again! In fact, once the work was complete, the

owner didn’t believe it was all brand new since almost everything we replaced had also been brand new from the refit. I will admit, as the sole stewardess and captain’s wife, I ran off the boat crying many times throughout this grueling process. It was no easy task. There was an ocean of receipts, and we had to keep

track of every single little expense. I had the tedious task of opening every new light for the interior, 185 in total. We had to move all the old items from the yacht to a nearby storage unit for the insurance company. At one point, the old water heater went into my big toe and took off my big toenail … OWWW! It was a debilitating amount of work at times, but we pushed through as a team. Against all odds, the yacht was officially back in service for the owner in just 10 weeks. But for us, the bonds created and memories made will last a lifetime. ‹

JULIE EMMONS IS A FORMER GYMNASTICS COACH WITH A DEGREE IN EDUCATION. SHE JOINED HER HUSBAND IN YACHTING FOUR YEARS AGO AND IS CURRENTLY CHIEF STEW ON A 100-FOOT MOTOR YACHT. TritonNews.com | AUGUST 2022

Test your powers of observation! There are five things different in the second photo — can you find them? Look for answers on Page 41.

AUGUST 2022 | TritonNews.com

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CREW LIFE

No kid gloves for captain’s love Our captain has a new girlfriend and he recently brought her on board as a first-time deckhand. She is slow at picking things up, and the other deckhands have to cover for her. As bosun, I would normally be pressing her a bit to step it up and carry her share of the load. But I am hesitant to have those conversations with her, knowing she will be venting any frustrations she has to the captain — my boss! It’s really awkward! Do you have any suggestions? —Bosun in a Bind

Hi Bosun in a Bind, I realize this situation is not great, but you need to understand you’re in a leadership position. You need to step up and lead your team. As the saying goes, with great power comes great responsibility. You have a duty to yourself and the rest of the crew to try your best to work professionally and keep any form of

Protecting oceans from plastic is key to a healthy future for yachting

round 80% of marine debris and pollution is plastic, according to Pew Research. The Plastic Disclosure Project estimated that 33% of all manufactured plastic is only used once, and according to an EPA report, “every bit of plastic ever made still exists.” Yet, less than 9 percent of it is recycled. An elementary concept to positively impact the environment is the buzz phrase: “Reduce, reuse, recycle.” But since most of the plastic litter on Earth and in our oceans can be linked back to a small number of multinational corporations, the largest impact in helping our environment will depend on holding those corporations 30

AUGUST 2022 | TritonNews.com

drama out of it. There are a couple of different ways to approach this situation. First, have a chat with your chief officer. As your head of department, it is important for him to understand your frustrations. It’s also crucial that you’re on the same page, as he can further support your case if it ever turned messy or went to the captain. I suggest you take a direct approach by explaining to your deckhand that she needs to pull her weight and share the load. Be firm but kind, and remember motivation is key in this type of situation. Maybe assign her jobs that she excels at and tasks on the work list that highlight her strengths. Remember, it’s important for the entire team that you set clear goals, hold each deck member accountable, and give praise for jobs done well and constructive feedback on areas that need improvement. If none of this works, have a one-onone with the captain and explain your reservations about the current situation. Stress that you want what is best for the

accountable. According to Greenpeace. org, recycling alone will never solve the plastic and pollution crisis our society is facing. So what can you do? One thing everyone can do to contribute to the fight against ocean plastic pollution is to resist and reduce the use of single-use plastics, such as plastic bags, plastic bottles, and plastic utensils. Another ocean contaminant is microbeads and parabens, which are found in cosmetic products like face washes, toothpaste, and body washes. Look at the ingredient list and if you see “polyethylene” or “polypropylene,” you should avoid it. When grocery shopping, bring reusable grocery bags. Instead of using thin plastic produce bags, opt for reusable produce bags as well. If you enjoy drinking out of straws, try using metal

Ask y Bugs team. One of the biggest detriments to the work ethic of a team is the favoritism of a particular team member. A captain with good leadership skills should always be fair and extremely approachable. You are in the bosun position for a reason, and the captain should trust and rely on you to have fair judgment when it comes to leading your team. This is business, at the end of the day. If she’s going to take it personally and the captain is not going to hear you out, it will likely end up making you miserable in a job you might otherwise love. Hopefully, it will all work out! ‹ IN HER EIGHT-YEAR CAREER ON YACHTS AND TWO SEASONS ON BRAVO TV’S BELOW DECK MEDITERRANEAN, CHIEF STEW BUGSY DRAKE HAS PROVED THAT LEVEL-HEADED LEADERSHIP IS HER FORTÉ. IN A BIND? NEED SOME ADVICE? ASK BUGSY! EMAIL CREW@TRITONNEWS.COM.

To learn more, scan this QR code.

or reusable straws. They’re widely available and easy to clean, and you can use them hundreds of times. When provisioning, buy in bulk. Opt for a large tub of yogurt instead of singleserving containers, or trail mix in one large container rather than individually wrapped single servings. This is a simple step that can make a big difference. ‹ — ECOWATCH.COM

GET HELP HERE Yacht Crew Help is a free, confidential 24hour helpline sponsored by The International Seafarers’ Welfare and Assistance Network (ISWAN). The group also offers resources such as self-help mental health guides on their website, seafarerswelfare.org, and via the ISWAN for Seafarers app.

Onboard Breakdown Mental health is rarely discussed in yachting, although crewmates can be the best defense when stress begins to take its toll.

Scan the QR code for information on ISWAN’s online Mental Health Awareness Training, which offers signs and tools to aid fellow crew members who are battling mental health difficulties.

By Raché Greeff

n the yachting industry, mental health is rarely discussed. Instead, it has become somewhat of a taboo topic, in part because we aren’t aware of its true significance. The signs of mental health difficulties start off quite insignificantly, with subtle changes to the nervous system and brain functions that later lead to distinctive changes in behavior and mood. These changes can include low energy and work ethic, heightened sensitivity to conflict, mood swings and agitation, and self-isolation. Continuous exposure to a high-stress environment (i.e. working on superyachts) strains our stress receptors, which then release lots of the stress hormones cortisol, adrenaline and norepinephrine. When our bodies are exposed to consistently high levels of these stress hormones, our digestion and gut health suffers, we become fatigued, experience memory loss, and have trouble sleeping. Ultimately, this can lead to anxiety, depression, and other mental health issues. Studies have shown that when we are exposed to chronic stress it can actually alter the size of the brain by shrinking the prefrontal cortex, which is responsible for regulating memory and decision making, while increasing the size of the amygdala, which makes the brain more receptive to

stress. What’s more, these effects can last years after the stressful situation has passed. That fact alone makes it definitely a cause for discussion! But where do we even begin? In a recent survey I conducted among yacht crew, the majority expressed that yachting had impacted their mental health in a negative way. More than half said they had sought help from therapists, psychologists, or life coaches. In my eight years of being in the industry, I have seen (and felt) firsthand the effects on one’s physical health and mental state. With long hours and little or no time off, high standards, crazy turnarounds, high-maintenance guests, tight quarters and the inevitable conflicts that ensue, it’s no wonder crew members struggle with the fallout. Crew dynamics play a major role in successfully addressing these issues. Being part of a team that prioritizes mental health and safety is crucial, but that has become a luxury not afforded to all crew on board yachts. If you have — or are lucky enough to have had — a healthy work environment, you know what an integral part it plays in a stable and thriving mindset. With such strict rules being enforced on our hygiene, appearance, cleanliness and work ethic, it’s hard to believe the same

stringency isn’t executed with regard to our mental health. It is imperative that we open the discussion around mental health and the standards that are set in our working environments by department heads and fellow crew. Communicating respectfully with crewmates, speaking up for each other, motivating one another to choose better ways to spend time off, and voicing serious concerns are all ways we can slowly start working towards a change for the better. And starting the conversation is just the beginning — cultivating an industry-wide standard of resources that crew members know they can turn to when they are in need of mental health assistance is the ultimate goal. ‹

RACHÉ GREEF HAILS FROM SOUTH AFRICA AND HAS BEEN IN YACHTING FOR EIGHT YEARS. AS A CERTIFIED LIFE COACH, SHE IS PASSIONATE ABOUT ADDRESSING THE MENTAL HEALTH CHALLENGES OF THE INDUSTRY. SHE CAN BE CONTACTED AT HER WEBSITE: UNLEASHEDPOTENTIALLIFECOACHING.COM/COACH/CHÉ-GREEFF TritonNews.com | AUGUST 2022

CREW LIFE

Time Out for

Tall Ships

Traditional sailing proves an addictive pastime for one hard-working chief officer. Story and photos by Birgit Kaspar

grew up in a small village in South Germany, far from the sea. Yet, to the bafflement of my parents, I became fascinated with big sailing ships at an early age. After high school, I had the chance to crew one of these magnificent vessels and spent six weeks sailing the Baltic Sea. That’s where I caught the “tall ships bug,” an unshakeable affliction that pervades the soul. It is hard to describe to people who have never been on such a ship. It’s the uplifting feeling when the ship gains speed, propelled only by the power of the wind, and the peaceful silence when no engine or generator is running. It’s the tight-knit camaraderie of working together in the yards, despite the weather or time of day, the stories you tell each other during night watch, and the amazing sunrises you enjoy in the early hours of the morning with your first coffee of the day.

AUGUST 2022 | TritonNews.com

I crewed a number of such vessels over the years, eventually sticking with two that became my favorites: the brig Roald Amundsen and the ketch Jonas von Friedrichstadt. Roald Amundsen, a 164-foot (50m) seagoing vessel, has crossed the Atlantic numerous times, traveling as far as the Cape Verde Islands, Brazil, the Great Lakes, and Iceland. We sail her day and night, following the traditional watch system. Jonas, on the other hand, is a 98-foot (30m) one-season ship that spends summers in the Baltic and some weeks in the tidal flats of the North Sea. With her size and shallow draft, she is great for small harbors, anchoring close to shore, or tying up to just a rock in the Baltic archipelagoes. All these traditional ships are run by nonprofit organizations and all crew are volunteers — a crazy group of people who spend all their time off working on these vessels, whether maintaining them

dockside or sailing them as crew. Who in their right mind gets up in the middle of the night to climb into the rigging and work with the sails, or stands out on the open bridge for hours in the rain to make sure the right course is maintained, while not getting a dime for doing it? I do, and many others! Our job is to teach the trainees how to work with the sails, how to stand a watch, how to steer the ship, and all the other aspects of traditional seamanship. It’s so uplifting to watch a group of total strangers merge into a team after just one week. It’s such a pleasure to see managers working side by side with students and retirees, hoisting a yard or setting a sail. Age, profession, sex and nationality don’t matter on a tall ship; everybody is a member of the same team. And only the team can sail the ship. Every task must be done manually and everyone must pitch in — even climbing up the masts to unfurl and fasten the sails. You may ask how a person who works in yachting is crazy enough to spend time off on the water. The answer is simple: It’s the people, the cruising grounds, and the fact that everything happens at a more relaxed pace. For me, volunteering on tall ships is the perfect balance to the pressures and stress of yachting life. I love the Baltic and the North Sea. I love the long, bright evenings of midsummer in Sweden or Finland, and being the lone vessel in a quiet anchorage off the little islands of the northern archipelagoes. I never tire of the colors of the tidal flats during sunset and sunrise, or the thousands of sea birds migrating over the North Sea islands in the spring. And I would hate to miss the barefoot walks on the seabed during low tide. It is a passion and privilege to share these priceless experiences with friends — because, on a tall ship, that is what we are: strangers who become good friends, comrades who have caught the “bug.” ‹ CHIEF OFFICER BIRGIT KASPAR HAS WORKED IN YACHTING FOR MORE THAN 20 YEARS ON YACHTS INCLUDING M/Y HAIDA G, S/Y PHOCEA (NOW ENIGMA), M/Y ARCADIA, M/Y GLADIATOR, S/Y CORSTA V (NOW ALLURE) AND M/Y BLUE SHADOW. SHE HOLDS AN MCA MASTER 3000-TON LICENSE AND IS CURRENTLY SEEKING HER FIRST COMMAND. SHE CAN BE CONTACTED THROUGH HER WEBSITE AT BALTICPURE.COM.

“For me, volunteering on tall ships is the perfect balance to the pressures and stress of yachting life.”

GIVE IT A GO!

For opportunities to work on a traditional tall ship in the U.S., check the Billet Bank at tallshipsamerica.org or just scan the QR code.

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CONFIDENT YOU’RE COVERED? Liability insurance is not a cut-and-dried proposition when it comes to injury and illness in yacht work. By Dorie Cox

any things can break on board a yacht, including the crew. So when a crew member falls down a hatch, contracts malaria, or runs over a snorkeler with the tender, it’s important to know how liability insurance coverage works. Yet, as with many things yachtrelated, it can be confusing. Am I considered crew?

“Crew” are defined as those employed on a vessel who are aboard, in service, and necessary to the vessel’s intended navigation, according to Scott Stamper, managing director with Risk Strategies/Atlass Insurance Group. If employees meet that criteria, then the vessel has liability regardless of the contractual agreement that outlines their method of compensation, health insurance, vacation, or other benefits. On the other hand, “persons who are temporarily contracted to carry out maintenance, repair, or refit in a shipyard or marina are not crew,” he said. Labeling such workers as “crew” may provide access to marinas and shipyards, but it does not ensure liability coverage in the same scope as crew. Say the yacht captain adds a professional boat washer to the crew list while in the shipyard. While on the top deck, the cleaner slips on soap suds, falls, and breaks his back. Although the captain hired him and labeled him as crew, he is not — and that affects the level of vessel liability. Dayworkers are also not crew. They are temporary subcontractors, he said, and insurance typically will not respond to the injury claim of a dayworker in the same way it would for a crew member. That equation, however, can change in light of many variables: vessel ownership structure, flag state, crew nationality, and navigational itinerary, for example, Stamper said. “Ultimately, it may not be how the insurance chooses to respond, but how a judge or court of competent jurisdiction may interpret the claimant’s employment connection to the vessel.”

Are the self-employed covered? Those who are defined as “crew” fall under the vessel’s liability coverage, even if they are self-employed, Stamper said. Their method of compensation — as a paid crew member, an employee, 1099 independent contractor, or subcontractor through a limited liability company (LLC) or S Corporation — has more to do with taxation than their validity or status as a paid crew member. Recovery for expenses related to injury or illness in connection with their crew duties is clearly owed by the vessel, he said. But if the employee is not defined as “crew,” it becomes a gray area. Graeme Lord, president and owner of Fairport Yacht Support, notes that after an incident involving a limited liability-type company, the question of whether the captain or crew member is the

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employee of the yacht or of his own business often ends up in the legal arena. An LLC may enhance a crew member’s financial situation, Lord said, but what it hasn’t done is looked at the liability. The issue then becomes the legal costs of engaging with the insurance company. “As an LLC, you are taking on Goliath,” he said. “You may extract yourself from the lawsuit, but it will be very expensive.” He has seen insurance companies say, “No worries, we will handle it,” after an accident. But later, after depositions, it is established that the captain is not an employee of the yacht. Then there’s the case of captain or crew negligence — and here’s where it really gets tricky. Generally, the yacht’s insurance covers the captain and crew for their own negligence, according to attorney Erin Ackor, at Moore and Company. “However, if the captain or crew member is employed through their own entity, this causes problems for the insurance, as this captain and crew company cannot generally be added to the owner’s policy as a joint or additional insured.” What’s more, an insured or joint insured cannot be liable to themselves, she said. Captains and crew can obtain their own insurance versus being added to the owner’s policy, but this has to be worked out with the vessel underwriters, including obtaining a written agreement on what coverage they will provide. What about dayworkers? A dayworker’s particular relationship with the yacht is key here. Rupert Connor, president of Luxury Yacht Group, recommends that yachts have an insurance clause for temporary workers, as well as have them sign a contract and use a time card. “It says, basically, ‘We are responsible for this and nothing else. If you think something is unsafe, you need to stop work and notify this person onboard.’ It defines that they are not a crew member, but an hourly laborer,” Connor said. On the other hand, if a yacht has five crew on holiday and five replacements contracted on a day rate, they are effectively part of the crew and insurance would cover them, he said. “I would give those crew an SEA that just pays fixed duration rate instead of voyage.” What if there’s no employment contract? Legal and insurance experts urge crew members to always work with a signed Seafarers Employment Agreement. However, if an incident occurs and there is no written agreement, crew may still be entitled to remedies on an oral contract alone under seafarer protections provided in conventions such as the Jones Act or the Maritime Labor Convention. Maritime injury attorney Adria G. Notari of Notari Law cautions against accepting partial payments or advances marked as ‘final payment’ or ‘payment in full,’ because it might forfeit your right to further compensation. In one case, a crew was injured working on board without a written crew agreement. The employer tried to terminate him before reimbursing complete medical expenses and paying wages due. “In the memo line of the check, they wrote, ‘final payment,’ ” Notari said. “Fortunately, he contacted me before cashing the check.”‹ 36

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UNDERWRITERS AT THE HELM New technology, hurricane losses and yacht insurer shutdowns are behind rising insurance costs and increased restrictions on cruising grounds. By Capt. Jeff Werner

any yacht owners decide to buy a yacht to fulfill their wanderlust and desire for adventure. However romantic that notion may be, it is soon dampened by the risk-averse underwriters who control the yacht insurance market. When yacht owners shop around for insurance, they are faced with very high premiums and loss deductibles from underwriters who limit cruising grounds based on their risk assessment. In some cases, yacht insurance premiums have risen by at least 43% from 2021 to 2022. Underwriters proscribe cruising grounds because of weather severity or a port of call’s political risks. They also require that owners and crew have certain levels of skill or experience for passage making in order to lower the high cost of insurance premiums. How did we get here? Veteran yacht insurance brokers and industry analysts agree that three factors have coalesced in the past few years to create a perfect storm for insurance underwriters and owners alike: technology, hurricanes, and loss of insurers.

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writes insurance policies along the Gulf of Mexico, in Florida, or in the Caribbean. For many years, insurers such as Lloyds undercut pricing to gain market share and attract business. Their high-risk insurance riders for American-flagged yachts cruising Cuba were popular for many years. Lloyds was unprofitable because it collected premiums that were too low for the true risk that it was underwriting. The result today is that agents who insure yachts no longer have access to the Lloyds insurance market. In 2020 alone, at least 12 companies that write yacht insurance closed. Insurance creep elsewhere in the yachting world Every large marina now requires yacht owners to carry at least $500,000 in liability insurance. They also may request that the yacht owner add the marina as additional insured on the yacht’s insurance policy before they allow dockage for extended periods of time. Royal Yachting Association training centers worldwide have experienced an increase in the number of superyacht crew taking Yachtmaster theory and practical courses. Driving this increase in students are insurance companies offering discounts on premiums paid by the yacht owner if entry-level deck crew, such as deckhands, obtain their RYA Yachtmaster Offshore Certificate of Competence. Deckhands typically don’t have the breadth of experience or the sea time necessary to be adequately prepared for the rigorous Yachtmaster program. This has necessitated RYA training centers to offer two-week “zero to hero” classes with failure rates as high as 50%, which has compromised the RYA’s well-established building block approach to its reputable training scheme.

Knowing what can be done to reduce risks aboard a yacht — such as hurricane plans, use of anti-theft devices, and hiring the most experienced crew available — will help to meet the risk management requirements. Newer technology is driving up claim costs. Pod drives that allow for joystick control when docking can cause damage when they fail or are in the hands of inexperienced operators, which increases claims over that of traditional twin-screw vessels. With the proliferation of computercontrolled engines, navigation systems, entertainment systems, and communication systems, lightning strikes and power surges at the dock can generate claims starting at $50,000 worth of damage aboard a yacht. Record hurricane activity in recent years has also meant record damage and losses to recreational vessels, and a loss of profits for insurers. Pantaenius, among others, no longer

What can a yacht owner do? Be proactive. Work with a reputable and well-established yacht insurance broker. Discuss with them the factors that are driving up the costs of premiums for the coming year before the policy renewal notice is received. These conversations should also include the reality of limited insurance market choices and trends in underwriting requirements. Knowing what can be done to reduce risks aboard a yacht — such as hurricane plans, use of anti-theft devices, and hiring the most experienced crew available — will help to meet the risk management requirements of underwriters. Circumnavigating the globe or cruising to find those last outposts of stunning untouched natural beauty and pristine anchorages may be difficult to do in the current underwriting climate, but they are doable with sufficient planning and budgets for the necessary yacht insurance. ‹

JEFF WERNER HAS BEEN A YACHT CAPTAIN FOR MORE THAN 30 YEARS. HE IS A CERTIFIED INSTRUCTOR FOR THE RYA, USCG, AND U.S. SAILING, AND OWNS DIESEL DOCTOR (MYDIESELDOCTOR.COM). TritonNews.com | AUGUST 2022

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THE FOREVER SOUGHT-AFTER ROTATION Everyone wants it. The question is, can you afford it? Here are some financial pros and cons to consider. By Tia Taylor

hree words: Charter Rotation Position! These three words bring joy to the ears of many in search of their next vessel. Charter yachts provide the ability to earn extra cash, while rotations provide the extra freedom of time. It’s easy to see why so many crew members are looking at this combination as the next step in their career. With all the positives, most would not hesitate at accepting a charter rotation position — but first, there are a few concerns to take into account. A rotation position often means less pay per month. It’s obvious that since you work less, you will be paid less; what’s not always immediately obvious, however, are the ramifications. On the upside, you would have months off-board to explore and travel where a boat cannot go or to visit family and friends. It’s a beautiful opportunity that most land-based employees never get to have. On the downside, you would now need to find housing, and unless you opt for hostels or to go home, this will be expensive. Not to mention the added cost of meals and transportation, which can spike your spending significantly — and at the same time that your income is shrinking. The goal of this article is not to say that rotation is bad. In fact, it is one of the best perks of our wonderful industry! The goal is to show how important it is to financially plan for making the switch. When you lay out the pros and cons, you can make a

better decision on what type of rotation works best for you, what additional expenditures you will have, and if you can afford the trips you want to go on. Let’s take Kevin, for example. He is a chief officer on an 83m charter vessel and has finally persuaded the captain to put him on rotation. His captain offers him a 2:2 rotation (two months on, two months off). Wow, he will have half the year off! But his salary will fall from $9,000 to $6,300 a month. Chief Officer Kevin first needs to weigh the pros and cons of accepting this rotation. On the one hand, his salary will fall by 30% and he will miss a few charters during the busy season. He already has plans for lengthy visits to Japan and Germany, which will be costly. On the other hand, Kevin will get to enjoy free time with his family. Relaxation, travel, and time for hobbies are important to him, and he recognizes that time is money. Kevin decides he still wants the rotation, so the best financial move would be to plan the Japan and Germany trips in different parts of the year, allowing more time to save for them, given the lower salary. There are many benefits to rotation, so long as you financially plan for the changes in your income and expenses. Find the balance that is right for you between the joy of free time and the opportunity to earn the income you desire. ‹ TIA TAYLOR HAS WORKED IN YACHT MANAGEMENT FOR FIVE YEARS, AND PROVIDES CONSULTATION AND TRAINING IN FINANCIAL LITERACY FOR CREW AT LUXURYLEARNINGSOLUTIONS.COM. 38

AUGUST 2022 | TritonNews.com

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Pollution insurance required for yachts operating in USA waters By Capt. Jake DesVergers

perating yachts in U.S. waters requires compliance with a number of laws, regulations, and codes. Many of these requirements are met through various means, including vessel design, insurance, specific contractors, approved manuals, and safe operations. Applicability of these obligations can change depending upon the size of the yacht and where it cruises. The Clean Water Act, as amended by the Oil Pollution Act of 1990, provides the basic statutory authority for pollution prevention, contingency planning, and response activities for oil and hazardous substances. Enforcement covers all U.S. waters and extends to the 200-mile Exclusive Economic Zone. For insurance, every yacht operating in U.S. waters must have some type of liability coverage for potential water pollution. Starting at 300 gross tons, yachts must prove that financial protection by obtaining a Certificate of Financial Responsibility (COFR) from the U.S. Coast Guard (USCG). The fees collected as part of this regulation are used for removal costs, payment of claims, research and development, and other specific appropriations.

In addition, for those yachts over 300 gross tons, the International Convention on the Removal of Wrecks requires proof of insurance coverage. It makes the registered owner of a yacht liable for locating, marking, and removing a wreck deemed to be a hazard in a particular country’s area. For yachts over 400 gross tons, a vessel-specific Nontank Vessel Response Plan (NTVRP) must be reviewed and approved by the USCG. As part of the NTVRP, each yacht is assigned a Qualified Individual for emergency response, oil spill drills are conducted on board, and contracts are established with an oil spill response organization (OSRO) and salvage/marine firefighting (SMFF) company. In some states, such as California and Alaska, there are additional requirements for operating in their waters. For yachts over 1,000 gross tons, the International Convention on Civil Liability for Bunker Oil requires insurance or other financial security, such as the guarantee of a bank or similar institution, to cover the liability of the registered owner for pollution damage in an amount equal to the limits of liability. These types of plans are normally in the millions of dollars. ‹

CAPT. JAKE DESVERGERS IS CHIEF SURVEYOR FOR INTERNATIONAL YACHT BUREAU (IYB), WHICH PROVIDES FLAG STATE INSPECTION SERVICES TO YACHTS ON BEHALF OF SEVERAL FLAG STATE ADMINISTRATIONS. TritonNews.com | AUGUST 2022

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a wandering life is a wonderful thing ...except when it comes to taxes, residencies and trying to get a mortgage! By Calum Smith

yachting life often is perceived as one of glitz and glamour by those on the outside, while those on the inside know all too well that along with the sunshine and sandy beaches comes hard work and a plethora of obstacles to negotiate — obstacles thrust upon you by a type of nomadic lifestyle found in few other industries. We asked some of our clients here at Marine Accounts to tell us what they’ve found to be the biggest challenges of yachting, especially regarding interactions with the “normal” world while constantly on the move, quite often without one specific place to call a permanent home. The conversations revealed a few recurring themes, such as mental health, taxes, residency, and mortgages. Here are some of the highlights. Where do I actually live?

It could easily be said the opportunity to travel the world is the most obvious draw to a yachting career. One client, Jamie Weldon, put it this way: “It’s not just that I get to wake up to some of the most beautiful views in the world as a part of my job, it also gives me a chance to scope places out for my next holiday. Most people pick somewhere from google which looks nice. I know the places I enjoyed whilst working and that’s where I head back to.”

There is, however, a downside to living life on the move. During our discussions with crew, we found common concerns around tax residency status, with many unsure where they should be paying their taxes — or if they should be paying them at all when they don’t really have a home. Dock chat on this topic may be common, but with so many people approaching their tax situations in very different ways, it’s easy to get confused. In very simple terms, you should always declare your income wherever in the world you are a resident for tax purposes. Each individual jurisdiction or country will apply their own tests to your circumstances; if you don’t meet their tests, then you’re not a resident. While there are many crew who believe they are not a resident anywhere, in reality there are very few who find themselves in this position. Also, liabilities do not just occur at home but can arise from a yacht spending too much time in foreign ports or acquiring a residence in a new country. Since the introduction of the Automatic Exchange of Information in 2014, tax authorities have had the right to approach your bank for details of your income and tax residency, meaning there really is nowhere to hide. If you’re unsure as to your position, it’s always recommended to consult with an expert to be absolutely certain that you’re doing the right thing, as the sanctions can be severe. What do I do after yachting?

FREE RESIDENCY CHECK Residency is key to determining your tax position, but knowing where you are resident can be confusing when you work on yachts. Those who come from one of the following countries can use this QR code for a free tax residency status check. United Kingdom • Ireland • Australia • New Zealand • Spain • France • South Africa Learn more at marineaccounts.com 40

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A stint in yachting can be a great way to set yourself up for your future. With many roles offering great wages and some being lucky enough to access tax exemptions, it’s common for many crew to spend their 20s at sea, then take their nest egg ashore. Jonny Waugh put it this way: “I know I’m going to lose some of my freedom over the next few years and I’ll be working long hours with high demands, but when I’m done, I know I’ll have some money in the bank and hopefully a house. I’m already looking at mortgages.” Others we spoke with echoed Jonny’s thoughts. There are few other industries in which you will find yourself having little to no living expenses while employed. With travel, accommodation,

and food covered by your employer, you’re presented with a fantastic opportunity to set yourself up financially very early on in your working life. Many crew will look at property as an investment, however, the lack of a permanent home can sometimes be an obstacle to obtaining a mortgage. If you approach most mortgage brokers as an individual who doesn’t live anywhere in particular and perhaps doesn’t pay taxes, you may find yourself rebuffed. That said, specialists are available to help you navigate the process, and with a little effort to find the right broker, you can certainly put yourself on the property ladder. As with any job, a career in yachting has its ups and downs, and it isn’t for everyone. The average crew member stays in the industry for roughly seven years, and you likely know someone who is in their “last season” for the second, third or fourth time. But if you have made good use of your wages while working at sea, the move shoreside should be plain sailing. Many continue in the maritime industry; others decide it’s time for a career in a completely different field. A strong financial foundation will give you the time and freedom to make the choice that is right for you. ‹ CALUM SMITH HOLDS A DEGREE IN ACCOUNTING AND FINANCE. HE HAS BEEN PROVIDING TAX AND RESIDENCY ADVICE AT MARINE ACCOUNTS SINCE 2017.

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DESTINATIONS

SETTING A COURSE FOR THE ‘INLAND SEAS’ A journey down the St. Lawrence Seaway offers beautiful scenery with clear, clean waters and endless possibilities for exploration and adventure. Welcome to the Great Lakes! By Capt. Rick Tasis

AUGUST 2022 | TritonNews.com

ABOVE, THE COLD, CLEAR WATERS OF LAKE SUPERIOR. BELOW LEFT, A SCENE FROM THE THOUSAND ISLANDS, IN THE ST. LAWRENCE RIVER AT THE OUTLET OF LAKE ONTARIO. THESE ISLANDS STRADDLE THE U.S.–CANADIAN BORDER AND ARE KNOWN FOR HAVING SOME OF THE BEST FRESHWATER WRECK DIVING IN THE WORLD. PHOTOS SHUTTERSTOCK.COM

’ve been lucky enough to have traveled the world as a yacht captain, but only in the past five years was I introduced to the Great Lakes. I had made some quick deliveries there, but always left as soon as the job was done. So when I had an opportunity to explore the area for an entire summer season, I jumped on it. Our 130-foot (40m) Westport exceeded the height restrictions for inland waterways, so it was necessary to cruise up the Eastern Seaboard and transit the St. Lawrence Seaway (SLS). Although I had done this before on small yachts, now I had to consider fuel and dockage for a larger yacht. Fortunately, we found many small cities along the way with concrete piers that enabled easy fuel truck deliveries to the cargo vessels they were meant to service, and visiting these cities proved very rewarding. The following is a suggested itinerary based on our voyage. Your first stop will be Gaspe, which is a

Canadian city, so be sure to have passports ready. (We found the port master, John, more than accommodating to our every need.) From there, you will begin your trip through the SLS. Yachts that exceed 98 feet (30m) must take on pilots. You will want to contact the Laurentian Pilotage Authority in Les Escoumins to establish communications throughout the canal system.

SCAN THIS CODE TO LEARN HOW TO REQUEST A PILOT.

The SLS falls under the authority of both Canada and the U.S., so you will have pilots from both countries. They offer a wealth of information for captains and crew; I suggest you ask questions and pay

attention to the answers. Here’s a tip: Have a complete inventory of all bottled alcohol on board ready to show customs officials at any time, and remember, weapons are illegal in Canada. Within a few hours, you will pass through a famous whale-watching site in an area where an inland river empties into the seaway, creating a plentiful source of food for the indigenous whales. Because these small whales are so abundant during certain times of the year, boats are monitored closely for speeds not to exceed 10 knots. The fines can be quite hefty if you violate the speed parameters. After an overnight journey, your first stop will be Quebec City’s Bassin Louise Marina, one of the prettiest ports at night that I have ever visited. This marina is very secure and well-equipped for all your yachting needs. To gain access to the docks, you will have to enter a lock — the first of many locks you will encounter TritonNews.com | AUGUST 2022

during your transit into the Great Lakes. Continuing on toward Montréal, you will find dockage for large vessels at the Port d’escale Marina in the JacquesCartier Basin. This marina is nestled alongside the Old Port of Montréal, close to the city’s many attractions. SCAN THIS CODE TO GET INFO ABOUT THE MARINA AND MAKE RESERVATIONS

After leaving Montréal, you will end up in New York, where you can either stop at Clayton, a wonderful little city where there is a maritime museum, or continue on to Oswego, where there is a U.S. Customs check-in. You are now in Lake Ontario. From there, you will travel 119 nautical miles to Toronto, where you can dock right downtown at Marina Four, along the historic Pier 4. Be sure to take a walk over to the 1,815-foot (553.3 m) high CN Tower, where you can enjoy a view for miles and challenge your crewmates to take the “Edgewalk,” a daring romp along an open-air ledge encircling the tower’s top observation pod. Once you have survived the tower, you are ready to transit the Welland Canal, which basically parallels the Niagara River and connects Lake Ontario with Lake Erie. There are eight locks that mitigate the 327-foot (100m) difference in elevation between the two lakes. The canal can accommodate vessels up to 230 feet (70m), and you will have to arrange for pilots throughout the entire lock system. Your pilot will notify canal authorities of your arrival and arrange for

transit. Your vessel will be expected to pass an inspection, which I suggest you research prior to your arrival (see Helpful Contacts). Depending on the flag origin of your vessel, you may be able to petition the U.S. Coast Guard for a permit allowing an experienced captain to navigate your vessel for the balance of the U.S. portions of the Great Lakes, sparing the expense of pilots. I was able to achieve this on my second voyage. You will enter the Welland locks at Port Weller in St. Catharines, Ontario. The trip is about 27.6 miles (44.7 km), but it can take as much as 6 to 12 hours, depending on shipping traffic. You will exit at the small Canadian city of Port Colborne. Sugarloaf Harbour Marina is my suggestion for dockage. Once you have rested, set out across Lake Erie to a special place I discovered from a local boater: Put-in-Bay. This popular boating resort on South Bass Island, Ohio, offers restaurants, parades, and lots of fun. There are many docks, but I recommend calling in advance to make arrangements. When you are ready to move on, turn north and head toward Detroit. There, you will pass through Lake St. Claire into Lake Huron via a very narrow shipping channel, where use of a local pilot is advised. Try to make it to Port Huron before dusk because it will be an overnight journey to the next port of call: Mackinac Island. (If you are really adventurous, prior to making landfall at Mackinac Island, you can head north through the Sault St. Marie Lock to enter the vast Lake Superior, large enough to contain all the other Great Lakes combined.) Once you get to Mackinac Island, it BOLDT CASTLE ON HEART ISLAND IN THE ST. LAWRENCE RIVER

THE MARINA IN DOWNTOWN TORONTO

HELPFUL CONTACTS Great Lakes St. Lawrence Seaway System +1 613-932-5170 | greatlakes-seaway.com Great Lakes Pilotage Authority +1 613-933-2991 | glpa-apgl.com

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Canadian Customs reporting requirements for private boaters +1 888-226-7277 cbsa-asfc.gc.ca/travel-voyage/pb-pp-eng.html

LEGENDS OF THE GREAT LAKES From monsters that lurk in the depths and haunting ghost stories to urban legends and unscientific claims, the myths surrounding the Great Lakes are almost bigger than the lakes themselves. Here are three, courtesy of the Alliance for the Great Lakes, a nonpartisan, nonprofit group working to protect the fresh, clean, natural waters of the Great Lakes. You can read more on their website: alliance@greatlakes.org LAKE MICHIGAN TRIANGLE Sure, you’ve heard of the Bermuda triangle, but did you know that Lake Michigan has its own triangle? The triangle spans from Manitowoc, Wisconsin, to Ludington and Benton Harbor in Michigan. Many say it’s responsible for missing ships, sailors, and UFO sightings. ABOVE, THE COVES ON LAKE SUPERIOR AT PICTURED ROCKS NATIONAL LAKESHORE IN MICHIGAN. BELOW TOP, THE OLD PORT DISTRICT OF MONTREAL, CANADA. BELOW CENTER, A SCENE ON MACKINAC ISLAND IN LAKE HURON, MICHIGAN. BOTTOM, CAPT. TASIS SCORES SOME MOOSE ANTLERS. PHOTOS SHUTTERSTOCK.COM

will feel like you have taken a journey back in time. Everything is done by horse and buggy, and there is not a motor vehicle in sight. I have always docked at the commercial docks in Haldimand Bay where the island’s cargo supplies are unloaded. Rent a bicycle and tour the island; you never know who you might run into — Ron Howard, Vince Vaughan and Bob Seger are just a few of the celebrities who have homes there. At this juncture, you will continue on into Lake Michigan. The east side of the lake, from Harbor Springs to Traverse City, Michigan, has much to offer. If you are lucky enough to be there on the Fourth of July, there is a fabulous air show. Plan on anchoring out. If you cross over to the Wisconsin side of the lake, you will find many quiet, smaller islands without the crowds. And there you have it, just a glimpse of the fantastic experiences the Great Lakes have to offer. It’s a long way to get there but well worth the effort, and the journey itself is as rewarding as the destination. ‹

LEARN MORE ABOUT THE LAKE MICHIGAN TRIANGLE

SOUTH BAY BESSIE Loch Ness has Nessie; Lake Erie has Bessie. This lake monster first made headlines in 1793 and has been making a splash more frequently in the past three decades (average lifespan of lake monsters is unknown). From time to time, she makes waves by trying to tip and sink boats. Bessie, described as a serpent or a sturgeon with arms, clocks in at 20–50 feet in length, depending on whom you ask.

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When Lightning Strikes

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